Compatible airborne navigation-air traffic control and collision avoidance system



June 14, 1966 w. GRAHAM 3,255,900

COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM Filed July 14, 1960 1s sheets-sheen 1 June 14, 1966 w. GRAHAM 3,255,900

COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM Filed July 14, 1960 13 Sheets-Sheet 2 BEACON (BASE) /l STATION REFERENCE AND INTERROGATION REPLY SIGNAL SIGNALS REFERENCE AND ./lNTERROGATION REPLY SIGNALS-4d SIGNALS 2aj ab) 2.15

FIG. 1H

INVENTOR. WALTON GRAHAM BY @MM M@ ATTORNEYS June 14, 1966 w. GRAHAM 3,255,900

COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM Arran/5P;

June 14, 1966 w. GRAHAM 3,255,900

COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM Filed July 14, 1960 13 Sheets-Sheet 4 W. GRAHAM June 14, 1956 COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM 13 Sheets-Sheet 5 Filed July 14, 1960 June 14, 1966 w. GRAHAM 3,255,900

COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM 13 Sheets-Sheet 6 d'5 E 'faz Filed July 14. 1960 June 14, 1966 w. GRAHAM 3,255,900

COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM y Filed July 14, 1960 lSheets-Sheet 'l 250m DOOM IEM, A BEACON REFERENCE PULSES l l l o .l- Isec BIO |35' B Iota AIRCRAFT INTEREOOATION POLSES l I l I I C AIRCRAFT RECEIVES BEAOON IAS/m REFERENCE PULSE TREE D AIRCRAFT MEASURES Tw PEREF/I/i E BEACON RECEIVES 'E10/Lb INTERROOATION PULSE 20ML/i AIRCRAFT REcEIvEs REPLY PULSE AIRCRAFT MEASURES TRW G l/ T ERPY ERROR VOLTAGE @ENERATED PROPOETIONAL TO 2 TREE-TRW H (ERROR PULSE EOOAL TO ZERO) (BREF-Em) 'n 7 INVENTOR. F h//ILTOA/ @eA/MDM MODIFIED SYNcHaONIzAIION TIMINO BY FOR IN-SYNc CONDITION OMKIHQM?,

June 14, 1966 w. GRAHAM 3,255,900

COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM Filed July 14, 1960 15 Sheets-Sheet 8 D 250ML 380ML rsu A IEEE BEACON EEEEEEUQE EULsEs l l l l l o 'sec *i L M Ale. mTEmoaATloN PULsEs ['Efa l I l l C A/c RECEIVES REFERENCE PULsE I ffii/w.

BEACON RECElVES IMTERROATION PULSE ffm/Lb F A/c EECIEUES REPLY PULSE G A/C MEASURES TmPY/ fEaw Emol Vo LTAGE GEIUERATED PwPoaTloNAL To H Z TREE TnPy (EEEE Em) l: 2L INVENTOR.

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COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM Filed July 14, 1960 13 Sheets-Sheet 9 Je 15H; 15 b eAcofU REFERENCE PULses A IAT AIL :merzaoemfofv PULsEs 5 101%:J

A/C Racen/Es REFERENCE PULSE C rEJw.

D AIC. MEASURES TREF /EREF BEAQM RECEIVES MTERROATU PULSE E f 1mb IAIC RecElUEs REPLY PULSE F I/ZU/LA G A/c MEASURES Tm, /egpy H ERROR voLrAeE eenen/wen PnopoanoUAL To 2 TKEF TRPY CEfzeF" Tnw) INVENTOR. l M1' E MIL/'0N @mx/AM Mosman smcHnomzAm/U mams BY FOR OUT-OF'SYMC CONDITION (lmemzoeATloN PULSE LATE av Af) ,47m/Ufff W. GRAHAM June 14, 1966 COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM l5 Sheets-snee?I l0 Filed July 14, 1960 ML 70A/ @eM/1M June 14. 1956 w. GRAHAM 3,255,900

COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM 15 Sheets-Sheet 11 FiledJuly 14, 1960 June 14, 1966 W. GRAHAM COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL Filed July 14, 1960 AND COLLISION AVOIDANCE SYSTEM 13 Sheets-Sheet l2 BLM ww@ W. GRAHAM June 14, 1966 COMPATIBLE AIRBORNE NAVIGATION-AIR TRAFFIC CONTROL AND COLLISION AVOIDANCE SYSTEM 13 Sheets-Sheet 15 Filed July 14, 1960 mWJDa X004 U mbk@ mmJDa United States Patent O 3,255 900 COMPATIBLE AIRBORE NAVIGATION AIR TRAFFIC CONTRL AND CLLISON AVOID- ANCE SYSTEM Walton Graham, Roslyn, N.Y., assigner, by mesne assignments, to Control Data Corporation, South Minneapolis, Minn., a corporation of Minnesota Filed `luly 14, 1960, Ser. No. 42,886 34 Claims. (Cl. 343-75) This invention relates to aircraft radio navigation systems and more particularly to a method and system for supplementing existing radio navigation systems so that they are capable of being used for pilot warning, collision avoidance, and air traffic control purposes, in addition to the .basic navigation function.

As the number lof aircraft operating in the air space increases, it becomes more and more necessary to provide a system to prevent aircraft collisions. The collision problem also becomes greater as the speeds of aircraft increase since it takes longer for an 4aircraft to institute and complete an evasive maneuver to avoid a collision once visual -or radio contact lwith a possible colliding craft is made. In many cases, where visual contact alone is relied upon, the speeds of the aircraft are so great that there is not enough time to make an evasive maneuver to avoid collision.

In certain types of aircraft radio navigation systems, the aircraft carries a navigation transmit-ter and receiver. By cooperative signalling `with a ground base station, the bearing of the aircraft and the range of the aircraft from the ground station can be determined. One such radio navigation system currently -in use is the TACAN system. In the TACAN system, each aircraft determines its range from a ground station (beacon) `by measuring the elapsed time between the transmission of an interrogating pulse and the reception of a reply pulse, which is transmitted by the beacon in response to the aircrafts interrogation pulse. Bear-ing is determined by the phase measurement of a low frequency signal produced by a rotating radiation pattern transmitted by `the Abeacon asl compared with a reference signal. The principles of the TACAN system are described in an article entitled Principles of Tacan appearing in the March 1956 edition of Electrical Communication. This navigation system is also described elsewhere and it is therefore not necessary to further describe its operating principles. The present invention is particularly applicable to, but not limited to, the TACAN system.

As pointed out in the aforementioned article, the interrogation pulses transmitted by different aircraft are not synchronized, and the reception by one aircraft of pulses transmitted by other aircraft cannot be exploited directly to yield the range between aircraft. `In fact, reception of other aircrafts interrogation pulses is usually avoided in onder not to create any interference or confusion between each aircrafts transmission and reception of its own pulses.

According to one aspect of the present invention, by synchronizing all aircraft radio navigation transmitters 'with -the beacon transmitter and by receiving pulses from other aircraft, each aircraft can measure the range to all of the other aircraft from which it receives pulses. This can be done merely by measuring the elapsed time between the transmission of the measuring aircrafts transmitted interrogation pulse and the reception of the interrogation pulse from another aircraft. Since, due to synchronization, ibtoh pulses are transmitted at the same time, the measurement of the elapsed time gives the range. Such range measurement between aircraft is particularly advantageous since it enables pilot to ascentain whether there is another aircraft close enough to collide with him ice and gives him sufficient ltime to evade it. By eliminating reception of pulses corresponding to ranges beyond the possible collision zone and by using altitude codes along with the transmitted pulses to tell the altitude of the aircraft, the number of other aircraft detected by any one aircraft can be limited to those of possible collision importance. Therefore, the pilot of the aircraft in question would be concerned only With those aircraft which are of possible danger.

The Ibearing of one aircraft with respect to another can also be determined by making measurements of the received pulses, for example, by the use of such well known techniques as interferometric radio measurements. By providing each aircraft with the range, altitude and bearing of all other aircraft within the apparent danger sector a pilot Waring indicator and collision avoidance system can be realized.

By using similar techniques at the beacon station, or any other ground station synchronized with the beacon, an air traffic control system can be realized to the extent of providing the ground station with the range, bearing, and altitude of every aircraft within the line of sight of the ground station which is also synchronized to the beacon.

One way of maintaining the required transmitter synchronization is to provide every aircraft and every beacon with highly accurate frequency standards such `as an atomic frequency standard. Such a system was proposed in a paper entitled Atomichrons in Collision Avoidance and Air-Traffic Control Systems lwhich was presented to the Air Transportaton Association meeting in August 1958, at Washington, D.C. However, even the best 4 atomic lfrequency standard usable in such a system, once synchronized, could maintain the required timing accuracy for periods of only about one day, after which they would have to be re-synchronized. Atomic frequency standards also have several other inherent disadvantages since .they

would greatly add lto the weight of the equipment to be carried by the aircraft. These instruments are also very complex and very expensive.

The present invention accomplishes the aforesaid objectives of providing range, bearing and altitude information without the use of a separate frequency standard on each aircraft and at each beacon. In the present invention, all of the airborne transmitters within the range of a ground station are synchronized vwith the ground station transmitter by elect-ronic devices carried in the aircraft utilizing substantially only those transmissions which are already present in existing pulse-'beacon navigation systems. Additionally, all of the ground stations may ybe themselves synchronized to one another and, therefore, all of the aircraft transmitters will be synchronized with each other. ready exist, are also used by the aircraft to provide altitude and other information.

It is therefore an object of this invention to provide an aircraft range-indicating collision avoidance system.

Another object of this invention is to provide a collision avoidance system for aircraft which is compatible with presently existing aircraft radio navigational systems.

Yet another object of the invention is to provide a pilot warning system for aircraft which alerts the pilot of an aircraft to the possible danger of an impending collision, the system being compatible with presently existing aircraft radio navigation aids.

Still a further `object of this invention is to provide a collision avoidance system for aircraft in which the aircraft radio navigation transmitters are -synchronized with a common ground transmitter.

Yet a further object of this-invention is to provide an air traffic control system in which the navigation transmitters in an aircraft are synchronized with a common The same pulse transmissions, which al-l ground station so that the ground station can ascertain the range, bearing and altitude of every aircraft within the range of the ground station.

Still a further object of the invention is to provide a system wherein a plurality of aircraft can determine the range, bearing and altitude with respect to other aircraft in the vicinity.

Another object of this invention is to provide a system of transmitting aircraft altitude and other information by using the transmissions already present in the navigation system.

Other objects and advantages of the present invention will become more apparent upon reference to the following specication and annexed drawings, in which:

FIGURES lA-lG show the time relationship of various pulses when the aircraft transmitter is in synchronism with the ground station;

FIGURE 1H illustrates the operation of the system with a lbeacon station and a number of mobile stations;

FIGURES 2A-2G show the time relationship of various pulses when the aircraft transmitter is not synchronized with the beacon transmitter, due to the aircraft interrogation pulses lagging the beacon reference pulse by a time At;

FIGURES 3A-3G show the time relationship of various pulses when the aircraft transmitter is not synchronized with the `beacon transmitter due to the aircraft interrogation pulses leading the beacon reference pulse by a time At;

FIGURE 4 is a block diagram of the aircraft transmitter-receiver synchronization system;

FIGURE 5 is a detailed block diagram of the frequency and phase control circuit of FIGURE 4;

FIGURE 6 shows the timing of pulses for altitude information transmission;

FIGURES 7A-7H show the timing relationships of the pulses in a modification of the system, when the interrogation pulse transmitted from the aircraft is in synchronism with the reference pulse from the ground station;

FIGURES 8A-8H show timing relationships for the system of FIGURE 7 in which the interrogation pulse leads the ground station reference pulse by a time At;

FIGURES 9A-9H show timing relationships for the system of FIGURE 7 in which the interrogation pulse lags the ground station reference pulse by a time At;

FIGURES 10A-10B taken together is a schematic block diagram of one form of the system;

FIGURE l1 is a schematic block diagram of a type of random pulse generator used with the system of FIG- URES 10A-10B;

FIGURE 12 shows the waveforms at various points of the pulse generator of FIGURE 11 and at other points in the system; and

FIGURE 13 is a chart showing relative signal strength and ghost conditions for different ranges between several stations.

FIGURE 1H illustrates the basic principles of the system of the present invention. Here, a beacon (or base) station 1 is provided. Beacon station 1 periodically transmits beacon reference pulses at fixed times which are received by one or more stations designated 2, 2a, 2n. These stations may be, for example, aircraft which move with respect to the beacon and each other. Each station 2 transmits interrogation signals at various times and these are received by both the beacon station and the other stations designated 2. In response to each received interrogation signal from a station 2, the beacon transmits a reply signal. In accordance with the invention, an arrangement is provided to bring all of the interrogation signals transmitted by the stations designated 2 into a synchronous condition whereby each station 2 can measure its range to the beacon 1 and to each other. Also, the synchronous condition is such, so that each station 2 can transmit its interrogation signal at a predetermined l time corresponding to an assigned informational datum, and enabling all other stations to derive this datum.

Referring to FIGURE 1, the basic transmission signals which make up an aircraft radio navigation system are shown. While the present invention is to be described as used with a TACAN system, it should be realized that it is not limited thereto but that it has applications with respect to other types of radio navigation systems including those using distance measuring equipment. The navigation system transmissions include an interrogation pulse which is transmitted (at a station 2) by an aircraft transmitter and is designated by the reference number lilta to signify transmitted from the gircraft. For clarity, this pulse is shown with a plurality of horizontal lines which have no electrical significance but merely identify the interrogation pulse for convenience in analyzing the operation of the system.

The second basic transmission pulse is the reference pulse which is transmitted by the ground, or beacon, station 1. This pulse is designated as 15th. The reference pulse transmitted by the Qeacon is shown in FIG. 1B with a plurality of vertical lines in order to aid in understanding the operation of the invention.

The third signal transmission is the beacon reply pulses, designated 20th and shown with a plurality of slanted lines in FIGURE 1D. The reply pulse 20th is transmitted by the peacon in response to an interrogation pulse. The interrogation pulse 10rb received by the peacon is shown in FIGURE 1C. Received pulse 10rb is of lesser amplitude than transmitted pulse 10ta since it is attenuated in space.

While navigation systems such as TACAN normally transmit pairs of pulses with prearranged spacing to increase the average power radiated and to make the system less susceptible to errors or interference caused by false signals, these pulse pairs are omitted `for the purpose of clarity. It should be realized that the system of the present invention can operate on both single pulse and group pulse transmission.

For the purpose of explaining the principles of operation of the invention, consider that the interrogation pulse 10ta and the beacon reference pulse 15th are initially synchronized, as shown on lines A and B of FIGURE l. These pulses occur simultaneously at time t=0. At time tztl, the beacon reference pulse 15ra is eceived by the aircraft (FIGURE 1E) and the aircraft interrogation pulse ltlrb is geceived by the peacon (FIGURE 1C). Both of these received pulses are attenuated in space. The time l1 is equal to the slant range between the aircraft and the beacon divided by the velocity of propagation of the medium through which the signal is transmitted.

After the beacon receives the interrogation pulse 10rb (FIGURE 1C) it transmits a reply pulse 20th in response to it (FIGURE 1D). In this discussion, it is assumed that the reply pulse is initiated simultaneously with the reception of the interrogation pulse; actually there is some time delay, but this is compensated in the system so as to have no effect and hence it can be ignored. Reply pulse 20ra is picked up by the aircraft radio navigation receiver (FIGURE 1E) at time t2. The time tZ-tl is equal to the distance between the beacon and the aircraft divided by the velocity of propagation of the medium through which the beacon reply pulse is transmitted.

Circuits are provided in the aircraft to measure the time between the transmission of its interrogation pulse Mita and the reception of the reference pulse 15ra and the time between transmission of the aircraft interrogation pulse lilta and the reception of the Ibeacon reply pulse 20ra. These two times are respectively designated TREF and TRPY. The aircraft time measuring circuits may be any of a number of suitable types of circuits including an analog circuit such as, for example, a capacitor on which a voltage is stored Which is representative 5 of time. The voltages so produced representative of the -respectwe times are designated BREF and ERFY. In the latter type of circuit a capacitor starts charging toward a fixed potential on the transmission of the interrogation pulse and the charging is terminated by the receipt of the reference or reply pulse. The charge on the capacitor is therefore proportional to the time between the transmission of the interrogation pulse and the reception of the reference or reply pulse.

When the interrogation pulse 10ta and the beacon reference pulse 1Stb are initially synchronized, as is the presently assumed case, TRPY equals ZTREF. This is apparent when it is considered that TREE is the time between transmission of the beacon reference pulse, at t=0, and the reception of the reference pulse by the aircraft at t=t1. This time tl-O (TREE) seconds is equal to the slant range between the aircraft and the beacon divided by the velocity of propagation of the medium through which the reference pulse is transmitted. Since the reference pulse and the interrogation pulse are initially synchronized, it will take the same length of time for the interrogation pulse, transmitted at t=0, to travel from the aircraft to the beacon as it took for the lreference pulse to travel from the beacon to .the aircraft. Upon receipt of the interrogation pulse at time t1 seconds, the beacon transmits the reply pulse (at time t1 seconds). The reply pulse is received at the aircraft at time t2 seconds and the time for the reply pulse to travel from the beacon to the aircraft is lthe same as the time which it took the reference pulse to travel from the beacon to the aircraft or the interrogation pulse from the aircraft to the beacon; i.e. t1-0=t2-t1. Therefore, since the interrogation pulse was initially synchronized with the beacon reference pulse, the time TRFY between the interrogation pulse seconds) and the receipt of the reply pulse (time equals t2 seconds) is equal to twice the time TREE between the transmission of the beacon reference pulse and its reception by the aircraft. Therefore, for the synchronized case, TREF is equal to t1 seco-nds, TRFY is equal to t2 seconds and TRPY=2TREF If the circuit which produces the voltage representative of TRFY operates lat half the rate of the circuit on which the TREE voltage is produced, at the instant of reception of the reply pulse 20ra the Voltage stored on the two capacitors should be identical: i.e., BREF equals ERPY. This is true because due to the initial synchronization -of the pulses t1-t0=t2*t1 and t2-t0=2(t1t0), or TRPYIZTREF, SlI'lCe TREFIl TRPY=2 III this eX' ample.

When the interrogation pulse 10ta and the reference pulse 15tb are not synchronized, a voltage difference appears on the two capacitors after the reception of reply pulse 20ra, This voltage difference is used in the present invention to bring the transmission of the interrogation pulse 10ta into synchronization With the transmission of the beacon reference pulse 15tb by a suitable arrangement, such as a servo-mechanism system.

FIGURE 1F shows the voltage analog which is proportional to the time between transmission 0f interrogation pulse 10ta and the reception of the beacon reference pulse 15ra. The linear rise of the voltage stops upon reception of pulse 15ra and -levels off. This is voltage BREF.

' FIGURE 1G shows the voltage analog which is propor- EREFIERPY, ShOWS TRPYIZTREF.

FIGURES 2 and 3 illustrate how an error voltage is developed when the interrogation and reference pulses are out of synchronism. In FIGURES ZA-ZB, the interrogation pulse 10ta is shown transmitted later than the beacon reference pulse 15th by a time At. The interrogation puise 10ta travels to the beacon in a time t1 and upon receipt of the interrogation pulse (FIGURE 2C) at time tl-i-At the beacon sends out reply pulse 20tb (FIGURE 2D). The reference pulse 15ra, transmitted by the beacon at t=t0=0, is received by the aircraft at time t1, as shown in FIGURE 2E, and the beacon reply pulse 20ra is received by the aircraft at time tE-l-At.

The time between transmission of the interrogation pulse 10ta and reception of the reference pulse 15ra, called TREF, is measured as shown in FIGURE 2F. It can be seen that the voltage analog BREF starts to be formed at time At, the time of transmission of interrogation pulse 10ta. BREF levels off at the time of reception (t1) of reference pulse 15ra.

The time between transmission of interrogation pulse 10ta and reception of reply pulse 20ra, called TRFY is shown in FIGURE 2G. The voltage analog BRFY for this time which is forme-d at half the rate of BREF, begins to be developed at time Al, the time of transmission of interrogation pulse 10ta, and ends at the reception of the beacon reply pulse 20ra at time tZ-l-At. As can be seen, due to the late occurence -of interrogation pulse 10ta, ERPY IS gfeatel' BREF.

Comparing FIGURES 1 and 2, it is seen that TRPY=(t2-{-Al-At is unchanged by the loss of synch-ronization, but TREE: (t1-At) is a function of the error in synchronization. When the interrogation pulse 10ta is late, the voltage ERFY is greater than BREF. The other situation of interrogation pulse 10ta being early by the time At is illustrated in FIGURE 3. In this case, BREF is greater than ERFY.

Referring lto FIGURES 3A and 3B, the beacon reference pulse 15th, transmitted at t=0, lags the aircrafts interrogation pulse 10ta, transmittedatr=-At, by -time At. At time tf1-At (FIGURE 3C) interrogtion pulse 10rb is received by the beacon and the beacon transmits a reply pulse 20th at the same time (FIGURE 3D). Reference pulse 15ra is received Aby the aircraft at time t1 (FIGURE 3E). The time t1 is equal to the slant range between the aircraft and the beacon d-ivided by the veloci-ty of propagation. the aircraft at time tZ-Ar (FIGURE 3E) since the interrogation pulse 10ta was early by time At.

FIGURE 3F shows the development of the voltage analog BREF proportional to the -time (TREE) between transmission of interrogation pulse 10ta and reception of reference pulse 15ra. The production of this voltage begins |at the time, t=-Af, of transmission of interrogation pulse 10ta, and terminates at time t1, the reception of the beacon reference pulse 1Sra. The development of BRFY is shown in FIGURE 3G. Here, the voltage, which is developed at half the rate of BREF, is proportional to the time between transmission of interrogation pulse 10ta and reception of reply pulse 20ra, TRFY. This voltage begins to `be developed at time t=At and terminates upon reception of reply pulse 20ra, t=t2-At. It can be seen, in FIGURES 3F and 3G, that for the s-ituation of the interrogation pulse 10ta leading the beacon reference pulse 15th, ERFY is less than BREF.

Summarizing the unsynchronized conditions of lthe interfrogation and reference pulses shown in FIGURES 2 and 3, when the interrogation pulse is transmitted later than the beacon reference pulse, the pulses 15ra and 20ra received by the aircraft are spaced further apart, proportional lto the amount of delay. This is manifested in the aircrafts time measuring circuits by BRFY being greater than BREF. When the interrogation pulse transmitted by the aircraft leads the beacon reference pulse, the pulses received by the aircraft are spaced closer together. This is indicated in the analog time measuring circuits by ERFY being less than BREF. In each case, for a given range ERPY will be the same, but BREF and hence their difference or ratio is dependent upon whether the interrogation pulse transmitted by the aircraft lags or leads the beacon reference pulse.

Reply pulse 20ra is received by The above analysis was made with the aircraft assumed stationary with respect to the beacon transmitter. The analysis below takes into consideration the eects of aircraft motion with respect to the beacon transmitter and shows that the original analysis is still valid. Consider first that the interrogation and reference pulses ta and tb are synchronized, and that the aircraft has a component velocity, V, toward the beacon. The time TREF is now: 1) T E LR REF-C, C2

where R is the initial range and VR/C is the distance (to lthe first order), that the range changes during prop-agation of the reference pulse th from lthe beacon t0 aircraft, and C is the velocity of propagation.

The time TRPY will now be:

The above analysis also hold for an aircraft having la component velocity away from the beacon and can be carried out by substituting -V for V in this case.

Therefore, when the interrogation and reference pulses 10ta and 15tb are synchronized, the round trip interrogation pulse-reply pulse propagation time is twice the reference puulse propagation time from the beacon to the aircraft, with or without motion of the aircraft.

Referring now to FIGURE 4, a system is shown for use in the aircraft for keeping the frequency and phase of the aircrafts interrogation pulse in synchronism with the beacon reference pulse. In FIGURE 4, the -transmitter portion of the aircraft system is shown within the dotted rectangle 30. The transmitter has an interrogation pulse generator 32 which is any of the well-known forrns of pulse generators, for example, a multi-vibrator circuit. The phase and frequency of the interrogation pulse generator circuit 32 is synchronized with the beacon reference pulse generator by a frequency and phase control circuit 40. The output of the interrogation pulse generator 32 is supplied to a code generator 34 where it may be encoded with aircraft altitude information. This may be accomplished by adding additional pulses at certain time intervals, or by other suitable methods, several lof which are described later. The coded output from the code generator 34 is applied to the input of an interrogation transmitter 36 where it modulates a carrier wave. The modulated carrier wave is amplified to a suitable level and is transmitted into space by an antenna 38 to interrogate a ground beacon station (not shown).

The beacon transmits reference and reply pulses which are picked up by a receiving antenna 42 which is connected to the input of the radio navigation system receiver 44. The construction of a ground beacon station of the TACAN type is well known in the art and no further description is needed here. The receiver 44 has the usual conventional circuitry for amplifying the received pulse signals. The output of the receiver 44 is split into two paths, one going to the beacon reference pulse decoder 46 and the other to the beacon reply pulse decoder 47. The reply pulse which is transmitted by the beacon in response to a particular aircrafts interrogation pulse, is selected by that aircrafts beacon reply decoder 47 from reply pulses transmitted by the beacon in response to the interrogation pulses from other aircraft. This is accomplished in the beacon reply decoder 47 by the usual searchtrack circuits which are common in TACAN navigation receivers. This is described in detail in the afore-mentioned article Principles of TACAN.

The output `of the beacon reply decoder 47, which is the selected reply pulse, shown as p-ulse 20th in FIG- URES 1, 2 and 3, is applied to the input of a beacon (reply) range memory circuit 49. Memory circuit 49 also receives interrogation pulses at another one of its inputs from the interrogation pulse generator 32. The

reply range memory circuit 49.

8 reply range memory circuit 49 measures the time interval between the transmission of the 4interrogation pulse and the reception of the reply pulse from the beacon, in the same manner as in a conventional TACAN receiver, and produces the ERPY voltage therefrom. As previously stated, the range Icircuit 49 can include a capacitor which charges during the time interval between these two pulses. For example, the occurrence of an interrogation pulse from the generator 32 may open a gate circuit which connects the capacitor to a source of charging potential.

The capacitor then charges at a rat-e dependent upon its time `constant circuit. The appearance orf a reply pulse at the `output of the beacon reply decoder 47 then terminates the charging -of the capacitor by closing the gate circuit. A voltage therefore appears on the capacitor which is proportional to the elapsed time between the transmission of the interrogation pulse and the reception of the reply pulse.

In a similar manner a reference pulse decoder circuit 46 selects the beacon reference pulse. The decoder 46 is identical in every aircraft operating with a particular beacon since these aircraft are only interested in the reference lpulses `from this particular beacon. In general, each beacon transmits at'a specific assigned operating frequency, so that the receiver 44 can be tuned to receive only the transmissions from the desired beacon.

The output of the reference pulse decoder 46 is connected to -the input of the reference range memory cil'- cuit 48, which also receives as a second input the output of the interrogati-on pulse `generator 32. The reference range memory circuit 48 is similar to the beacon range memory ycircuit 49 and measures TREE by producing the EREF voltage and operates Iin a manner similar to the However, the circuit 48 charges at twice the rate of circuit 49 in order to make EREF=ERPY when TRPY=2TREFz i.e., when the reference and interrogation pulses are synchronized.

The outputs of the memory circuits 48 and 49 are applied to the input of a comparison circuit 50 which comlpares the two output voltages, preferably by taking the difference between them, and appl-ies the resultant error voltage to `the frequency and phase control circuit 40. The difference circuit may be any suitable circuit, a variety of which is already known to those skilled in the art. The magnitude and polarity of the error voltage which is produced by the comparison circuit 50 determines the correction to be made to the frequency and phase of the :output of the interrogation generator 32. As previously described, when the interrogation pulse and beacon reference pulse are in synchronism EREF=ERPY. In this instance, the comparison circuit 50 has no output and there is no signal applied `to the frequency and phase control Icircuit 40 to :change the `frequency and/or phase of the interrogation pulse generator 32. When the interrogation pulse Iis not in synchronism with the beacon reference pulse, ERPY is greater or less than BREF. This means that circuit 50 produces an error voltage which is -supplied to the frequency and phase control circuit 40.

The system shown in FIGURE 4 compares the time diiferences between TRPY and TREE and adjusts the frequency and phase of the interrogation pulse generator 32, so that T RPY=2T REF. In actual practice, a fixed delay AIB occurs in the beacon to `allow for decoding the interrogation pulse received from the aircraft. This delay is common to all beacons and is compensated for in the aircraft by initiating measurement of TRPY and TREP- at AIB seconds before transmission of the interrogation pulse. This can be accomplished by any suitable means, such as a delay line. The servo system of FIGURE 4 then works as previously described.

In FIGURE 5, a servomechian'isrn loop is shown for use with the system of FIGURE 4 for maintaining synchr-onism between the interrogationA and reference pulses. The system of FIGURE 5 compensates for the effect of aircraft motion on the synchronization of the pulses. In

where K is a constant.

FIGURE 5, consider that the beacon is transmitting reference lpulses at a pulse rate fr. Due to the motion of the aircraft, this rate is shifted upon reception, by the doppler effect, toa new rate fi.

The frequency of the pulses picked up by the aircraft receiver, considering the doppler effect to the rst order,

is given as follows:

f'= (1d- C' EREFz-KTREF Similarly, the beacon reply pulses are separated out by the reply pulse decoder 47 and applied to the reply range circuit 49 which generates a voltage ERPY=TnPY This means that circuit 49 operates at one-half the rate of circuit 48, The outputs of the reference and reply range circuits 48 and 49 are applied to the comparison `circuit t) which takes the difference :between the two voltages ERPY-EREF and produces an error voltage. The error voltage is smoothed out in a low pass filter S5 and then used to control a motor 57. Motor 57 drives a phase shifter network 59, which is connected to the output of the phase locked interrogation oscillator 53.

Oscillator 53 operates at a frequency fi, which is the repetition rate 'orf the received beacon reference pulses after taking the doppler effect into account. Tlhe oscillator 53 is locked tonto this frequency in a well-known manner by :the reference pulses received by the ,aircraft and supplied over. line 58. The phase of the oscillator 53 output is controlled by phase shifter 59.

Since the reference pulses are generated at the beacon at a frequency fr, which is different from the frequency f1, of the interrogation pulses produced by the aircraft oscillator 53, the interrogation and reference pulses drift out of synchronism. This drift is detected in the comparison circuit 50, in the manner described with respect to FIGURE 4 and in accord-ance with the analysis evolved with respect to FIGURES 1, 2 and 3.

The drift ofthe interrogation and the reference pulses is corrected by the phase shifter network S9 which is driven by the motor 57 in response to the comparison circuit 50 error signal. In a time T seconds the two pulses drift apart by a time T1 given by:

where fd is the doppler shift in f1:

fang I (6) wzl i fi 27|' where l/ f1 is the period of the frequency f1, and p/21r is 1t) the fraction of the period due to a phase shift of (p radians.

For synchronism to be maintained fl- T2 (7) La frl fr 2rw fr0 giving (8) L JlLi 21rT C 21r where gra/21| is the equivalent frequency of the phase chan-ge p in time T.

If fg is the resulting rate of the interrogation pulse generator 32:

9) 1 K fZ-fl-i-27T-f1 fr0 Substitution of V fr 11(1 +5) Gives:

a fg *fr l i. C

l l fs :fr

This shows that the interrogation pulse rate and phase from the generator 32 and the reference pulse from the beacon are identical.

Up to this point only the operation of aircraft =with a single ground station has been considered. In practice, aircraft in close proximity to one another may interrogate different ground stations and these interrogations will not be synchronous unless the ground stations themselves have synchronous reference pulses. Since, ordinarily, the ground stations a-re beyond line of sight of each other, they are unable to receive each others reference pulses and are therefore not able to synchronize on them. It is therefore necessary to find another means to synchronize all of the beacon stations so that the `reference pulses are transmitted in synchronism.

One simple and effective means of accomplishing the required synchronization of the reference pulses of the beacon stations is by the use of auxiliary VLF (very low frequency) radio transmissions. These 'auxiliary CW (continuous wave) transmissions are received by the beacon stations and used to synchronize them in a welll known manner in which differences in distance between the beacons and the CW transmitter are compensated for by introducing fixed delays. In an article by John A. Pierce entitled Intercontinental Frequency Comparison by Very Low Frequency Radio Transmission appearing in the June 1957 edition of lthe Proceedings of the Institute of Radio Engineers at pages 794-803-, it was disclosed that measurements made over a trans-Atlantic path (5400 kilometers) using a frequency of 16 kilocycles, (16,000 cycles) showed that the diurnal variation in transmission time has a standard deviation of the order of 2` microseconds from a mean curve. rIhe overall deviation is 34ml microsecond.

In the airborne navigation system of the present invention it is unnecessary to maintain synchronism over distances of the magnitude of 5400 kilometers since it is necessary that only fthe beacons which can possibly serve the same aircraft be synchronized. This means that the range between beacons is of the order of 400 miles and the variation in transmission time between such stations should be proportionately less than over the longer path. It is therefore possible by using the VLF transmissions to maintain synchronism of the beacons Within one microsecond between stations requiring synchronism. This can be done with a simple programmed diurnal correction. Also, as is derived from Pierces article, the transmitting power required of a centrally located VLF station which synchronizes all the beacons in the continental United States is less than watts and the bandwidth required by such VLF service is less than l cycle per second.

Another means of synchronizing the beacon reference pulses is by using artiiical satellites. In this instance the satellite is preferably of the type which is in a circular orbit in the equatorial plane of the earth with a 24 hour period. Communication transmissions are reflected from the satellite and used parasitically by the beacons to maintain synchronism. For example, a pulse code modulation system having timing pulses can be used as reference pulses for the beacons. Since the range of each beacon to the satellite would be known, synchronism can be accomplished by having each station add a time delay to the transmission of its reference pulse which is equal to the difference between its own delay and the maximum delay of any beacon in the system. In this manner, all of the beacons are synchronized.

A third way of maintaining synchronism of the beacon reference pulses involves the use of additional equipment in the aircraft itself. It is only important for beacon stations to be synchronized when there are aircraft within line of sight of two or more beacons which are capable of triggering reply pulses from both beacons. It should be realized that TACAN transmissions are normally limited to line of sight and that aircraft within line of sight of only one beacon must use that particular ground station. Therefore, a ssytem which depends for synchronization upon the presence of and transmissions from such aircraft can be realized. In accordance with the operation of the aircraft synchronization system described in FIG- URES 4 and 5, when any aircraft is in the track mode all its interrogation pulses are synchronized with the beacon reference pulses of the beacon with which it is operating. It should be realized, however, in the TACAN system that when the aircraft is in the track mode the average pulse rate of the interrogation pulses is 22.5-30 cycles per second rather than the 135 cycles per second transmitted when the aircraft is in the search mode: i.e. searching for its own reply pulses. An aircraft which is in the track mode can therefore operate as a beacon itself for the purpose of synchronizing another transmitter, such as a beacon transmiter. Thus, if each beacon station has a receiver which is tuned to the frequency at which the aircraft interrogates other beacon stations, each beacon station will receive the interrogation pulses from aircraft operating with the other beacon stations and operate with these pulses as if they were reference pulses from a beacon station. Stated another way, the beacon also transmits a coded interrogation pulse to the aircraft, either on the frequency of the beacon with which it is synchronizing or on the frequency on which the aircraft is interrogating.

The aircraft responds to the reception of the coded interrogation pulse from the beacon by transmitting a coded reply pulse. The coded interrogation pulse from the beacon is accepted only by an aircraft at a single altitude and the coded reply pulse from the aircraft is accepted only by the beacon. The interrogation pulse transmitted by the beacon, and the reply and reference pulse transmitted by the aircraft are used at the beacon to bring the beacon interrogation pulse into synchronism with the aircraft coded reference pulse ,and hence with the true reference pulses of another beacon, in the same way that the reference, interrogation, and reply pulses are used to bring the `aircraft interrogation pulse into synchronism with the beacon reference pulse.

It should be noted that synchronization of all beacon stations enables each aircraft to measure range to all beacons within line of sight while interrogating only one of them to maintain synchronism of the aircraft interrogation pulse with the beacons reference pulse. This means that simultaneous range measurement to a number of xed beacons is possible. A superior accuracy naviga tion x can therefore be attained without the use of the TACAN systems bearing facility.

When the timing of the beacon reference pulses is shifted to maintain synchronism between beacon stations it is also necessary to adjust the drive of the rotating antenna pattern at the beacon so the relationship between the time of the occurrence of the maxima in the antenna pattern and of the reference pulses is preserved. Since the antenna pattern has a known shape, and the antenna is frequently a rotating cylinder structure, it is simple to accomplish this, for example, by a servo system which controls the speed and phase of the antenna in accordance with the reference pulses. Such systems are well known in the art and need not be described here.

It has been described above, how the transmitters of all aircraft are synchronized with the same ground beacon transmitter or as shown below with a plurality of synchronized ground beacon transmitters, so that all the interrogation and the reference pulses are transmitted at the same time. In essence, the beacon reference pulses serve as a standard to which all the aircraft transmitters are synchronized. Once the aircraft transmitters are synchronized with the same or a plurality of synchronized beacon transmitters, the measurement of range between aircraft with synchronized transmitters is readily accomplished. All that is necessary is to provide each aircraft with a range receiver for picking up the interrogation pulses from the other aircraft and usual circuits for measuring the time between the occurrence of a local interrogation pulse (which occurs simultaneously with transmission of an interrogation pulse from another aircraft) and the reception of the pulse from the other craft. Since the interrogation pulses of al1 aircraft are synchronized, the measuring aircraft is provided with .the initial point of a time base for measuring this time interval. The range between aircraft is merely the velocity of propagation of the signal multiplied by the measured time interval.

Describing a typical example of range measurement, consider that the measuring aircraft has a range receiver and an A-scope radar display and measuring system. The time measuring interval in the measuring aircraft is initiated by the transmission of its own interrogation pulse. At the same time, the aircraft whose distance is to be measured also transmits an interrogation pulse. When the interrogation pulse from the aircraft whose distance is to be measured is received, i-t is displayed on the face of the A-scope. The time and hence the range is then measured iby conventional radar measuring techniques.

Typical circuits for conversion of time differences to range indications may be found in Radar Systems Engineering by Ridenour at p. 527 ff. and also in other standard texts of this nature. It should be noted that there is a difference between range measurements in the present system and that of a conventional radar system, since in the present system there is only one-way propagation of pulses from aircraft to aircraft, whereas in radar there is a two-way propagation of pulses from the transmitter to the reiiecting object and back to the transmitter. As a result, in the present system a given time difference on the face of an A-scope corresponds to twice the range of that displayed on a conventional radar scope and is calibrated accordingly. It should also be realized that range may be displayed on a direct reading, digital type meter in a well known manner.

The receiver in each aircraft which receives the interrogation pulses transmitted by other aircraft need only be a low gain, wide band receiver. T he gain of the receiver can be relatively low because each aircraft requires reception only out to a range necessary to avoid collision. This range Varies in accordance with the relative speeds of the aircraft and can be Varied accordingly, but in general is from 20-30 miles. If the present system is to be utilized with the existing TACAN system, the bandwidth of the aircraft receiver would extend from 1025 to 1150 13 mc., covering the presently existing 126 air-to-ground transmission channels.

As described above, once the pulses of the aircraft transmitters have been synchronized, each aircraft may readily determine the range from every other aircraft within the range of the low gain, wide band receiver of its range measuring equipment. In order to provide information for the collision avoidance system it may be desirable that each aircraft be able to ascertain the bearing to every other aircraft in the collision area. This may be accomplished by connecting an interferometric measuring device to the wide band receiver of the range measuring circuits. The interferometric device makes angular bearing measurements from the interrogation pulses received from other aircraft. Any suitable system may be utilized to obtain the bearing information. One such system is described in the Proceedings of the Institute of Radio En glneers, I une 1956, at page 755, where the measurement of the angle of the transmitter with respect to a set of radio receivers is accomplished by measuring the phase differences between signals at the receivers. It should be recognized that other suitable types of interferometric/ devices may also be utilized.

The above discussion is based on the premise that two aircraft are not at the same range from a beacon station. When this does occur, and both aircraft interrogare simultaneously the beacon will fail to reply. The effect due to this type of interference may be substantially reduced merely by modifying the timing of the aircraft interrogation-pulses as explained below. Consider that when an aircraft is in the track mode of operation it interrogates at a rate of 22.5 times per second. This rate is exactly 1/5.

the rate of the beacon reference Ipulses. In general, each -aircraft does not transmit a pulse every successive 3/225 seconds, but slects at random one of six instants every period of 1g2-5 seconds. In the present invention, the beginnings of the six sub-intervals occurring every 1/2-5 seconds are made coincident in time with the transmission of beacon reference pulses. Stated another way, each 12 5 second major interval is divided into six sub-intervals making each sub-interval occur every 1/135 seconds. The beginning of each of the sub-intervals is made coincident with the transmission of a beacon pulse, by synchronizing the interrogation pulses, transmitted at the rate of 22.5 pps., with the beacon reference pulses in the manner previously described.

During successive 1/2-5x second periods an aircraft can interrogate at any one of the six sub-intervals. For example, during the first major 3/225 second interval, the synchronized transmission may occur at the second beacon reference pulse at time t=1/135 seconds, and during the second major interval the transmission of the interrogation pulse mayl occur at the fifth sub-interval which corresponds to timeof the beacon reference pulse at 1211/135 seconds. Since random transmission of interrogation pulses by aircraft at the same range is not likely to occur at the same subinterval during each major :V225 second interval, the Iprobability is that only one reply pulse in six will be lost due to the presence of one other aircraft at the same range from the beacon. This is true beacuse of the probability that only one interrogation pulse out of six from both aircraft will be simultaneously received by the beacon. When three aircraft are at the same range from the beacon, the probability would be that each reoeives beacon reply pulses to live out of every nine interrogation pulses, on the average.

Transmission utilizing random selection of one of the six sub-intervals during each 1/22,5 second major interval may be accomplished with a system similar to the one shown in FIGURE 4. In that system, the interrogation pulse generator32 would operate at 135 pulses per second and would by synchronized to the beacon reference The gate passes one interrogation pulse to the transmitter 36 at a randomly varying 1/135 second sub-interval during each 122.5 second interval. Any gating arrangement of conventional type suitable for this operation, or the one described in detail later may be used. It should be realized that the range and bearing measurements may be accomplished with this type of system in the manner previously described. In a preferred form of the invention, the aircraft transmitter is only synchronized during track mode of operation and is not synchronized during search mode.

In order to increase the data transmission capacity of the system and to realize the full traic handling capability of a ground station to which a number of aircraft are synchronized, the timing of the pulse transmissions shown in FIGURES 7, 8 and 9 may be used. By utilizing this timing arrangement full traffic handling capability of the ground station is realized and the interference lbetween aircraft transmitting to the same beacon is further reduced. Again, the specific pulse timing sequence can be obtained using techniques and circuits well known in the art.

Referring now to FIGURES 7-9, when every aircraft transmits interrogation pulses synchronously with one of the beacon reference pulses', all interrogation pulses arrive at the beacon within a time interval following each pulses in the manner previously described. A randomly reference pulse of 230 5.36=1234 microseconds; where 230 is considered to be the maximum range of an interrogating aircraft in miles and 5.36 is the reciprocal velocity of light in microseconds per mile. Since the spacing between beacon reference pulses is l735-seconds, 7,400 microseconds, it is apparent that all the interrogation pulses will arrive at the latest in a fraction 12397400 of the time available for transmission of reply pulses. This means that there is a consequent reduction of traffic handling capacity since beacon reply pulses cannot be transmitted during this fractional period. This difficulty is overcome by again increasing the allowable instants (positions) of transmission of interrogation pulses by a predetermined factor, in the example system to be described, the factor being six. In other words, instead of permitting each aircraft in the track mode to select at random one of only six instants every 1,2.5 seconds to transmit an interrogation pulse, as previously described, the interrogation pulse at any one of these six instants being synchronized with the beacon reference pulse whose rate is cycles per second, each aircraft is now permitted to select at random one of 36 instants (positions) every 1/225 Seconds. The period between reference pulses 1/135 seconds, is therefore divided up into six sub-intervals of 1&1@ seconds. The aircraft interrogation pulses will then be synchronous with the beacon reference pulses at integral sub-multiples of 1/135 seconds which, in the present example, are at integral multiples of glO seconds between the reference pulses. Stated another way, every sixth allowable interrogation pulse transmission sub-interval position is in synchronism with a beacon reference pulse and the other sub-intervals occur every glO seconds between two adjacent beacon reference pulses. Utilizing this timing sequence it is also possible to obtain range and bearing measurements in the manner previously de,- scribed. The transmission sequence for this arrangement is shown in FIGURES 7-9.

FIGURE 7 is directed to the situation wherein the six sub-intervals for interrogation-pulse transmission are synchronized with the beacon reference pulse. 7A, the beacon reference pulses 15tb are shown occurring every 1/135 seconds. Line A also shows a time scale of 1/810 seconds indicating the six evenly spaced lglo second sub-intervals between beacon reference pulses. The aircraft interrogation pulses 10ta can occur at anyintegral multiple of 1;@10 seconds, as for example, as shown in FIGURE 7B, one occurs at the second sub-interval after the transmission of the beacon pulse at time 2/810 seconds.

In FIGURE 7C the beacon reference pulse is received In FIGURE 

16. IN A RADIO NAVIGATION SYSTEM FOR A PLURALITY OF STATIONS IN WHICH A FIRST REFERENCE STATION TRANSMITS PERIODIC REFERENCE SIGNALS TO A NUMBER OF SECOND STATIONS AND EACH OF SAID SECOND STATIONS MAY DERIVE NAVIGATION DATA BY TRANSMITTING INTERROGATION SIGNALS TO SAID FIRST STATION AND RECEIVING REPLY SIGNALS THEREFROM, THE IMPROVEMENT COMPRISING AT EACH SECOND STATION: MEANS RESPONSIVE TO SAID PERIODIC REFERENCE SIGNALS FOR PRODUCING A PLURALITY OF FIRST SIGNALS BETWEEN TWO SUCCESSIVE PERIODIC REFERENCE SIGNALS AND HAVING A PREDETERMINED TIME RELATIONSHIP WITH RESPECT THERETO, SAID FIRST SIGNALS HAVING A PRE-ASSIGNED CODE OF POSITIONAL DATA IN ACCORDANCE WITH THE TIME OF OCCURRENCE BETWEEN SAID TWO SUCCESSIVE PERIODIC REFERENCE SIGNALS, AND MEANS FOR PRODUCING SAID INTERROGATION SIGNALS IN RESPONSE TO AND AT PREDETERMINED TIME RELATIONSHIPS WITH SELECTED ONES OF SAID FIRST SIGNALS TO INDICATE POSITIONAL DATA OF SAID SECOND STATION.
 32. IN RADIO NAVIGATION SYSTEM FOR A PLURALITY OF MOBILE STATIONS WHICH TRANSMIT INTERROGATION SIGNALS AND WHICH OPERATE WITH A REFERENCE STATION WHICH TRANSMITS REFERNCE SIGNALS WHICH ARE RECEIVED BY THE MOBILE STATIONS, THE IMPROVEMENT AT EACH MOBILE STATION COMPRISING: MEANS RESPONSIVE TO THE REFERENCE SIGNALS RECEIVED FROM THE REFERENCE STATION FOR PRODUCING A PLURALITY OF INTERROGATION SIGNAL TRANSMISSION POSITIONS BETWEEN TWO SUCCESSIVE TRANSMITTED REFERENCE SIGNALS AND HAVING A PREDETERMINED TIME RELATIONSHIP THERETO, MEANS FOR MEASURING A POSITIONAL COORDINATE OF SAID MOBILE STATION WITH RESPECT TO A POSITIONAL DATUM, AND MEANS RESPONSIVE TO THE MEASURED POSITIONAL COORDINATE FOR PRODUCING THE INTERROGATION SIGNAL IN RESPONSE TO AND AT A PREDETERMINED TIME RELATIONSHIP WITH RESPECT TO SELECTED ONES OF SAID FIRST SIGNALS. 